DE102019115664A1 - METHOD FOR IMPEDANCE CONTROL OF THE STEERING SYSTEM - Google Patents

Abstract

An exemplary method of controlling a vehicle includes providing a vehicle steering system including a movable steering column assembly and a movable steering wheel assembly, a first actuator, and a second actuator, the first and second actuators configured to move the vehicle steering system from a first position to a second Move position, providing a plurality of sensors, the sensors configured to measure a force characteristic, providing a control unit electronically connected to the sensors and the vehicle steering system, monitoring first sensor data received from the first sensor , and second sensor data received from the second sensor, generating a reference model based on a desired output shift and the first and second sensor data, calculating a revised output shift based on the reference enzmodell and the automatic generation of a first control signal for controlling the first actuator and a second control signal for controlling the second actuator.

Description

INTRODUCTION

The present invention relates generally to the field of vehicles, and more particularly to steering wheels and steering columns for motor vehicles.

Autonomous and semi-autonomous vehicles may include a telescopic steering column that allows the steering wheel to retract away from the occupant, or a foldable steering wheel, among other possible retraction mechanisms to provide more space in the vehicle passenger compartment. During a retracting, folding or stowing process in which the steering wheel column moves in the axial direction, disturbances in the retracting, folding or stowing process, such as a crushing event, can occur. Methods for providing impedance control to a steering system and preventing crushing events could prevent occupant injuries and disrupted functionality of the retraction mechanism.

SUMMARY

Embodiments according to the present disclosure provide a number of advantages. For example, embodiments in accordance with the present disclosure apply impedance control of steering column overload movement as a method to protect an occupant from crushing events caused by movement of the steering wheel and / or steering column during a stowage event. The impedance control enables a gentle contact between the pull-in mechanism (s) and the operator's hands. In some embodiments, the use of an elastic material at potential pinch points extends the contact area and reduces the risk of injury to the operator.

In one aspect, a method of controlling a vehicle is disclosed. The method includes the steps of providing a vehicle steering system, the vehicle steering system including a moveable steering column assembly and a moveable steering wheel assembly, a first actuator coupled to the moveable steering column assembly, and a second actuator coupled to the moveable steering wheel assembly the first and second actuators are configured to move the vehicle steering system from a first position to a second position, providing a first sensor connected to the steering column assembly and a second sensor connected to the steering wheel assembly, the first sensor for measuring a first force characteristic and the second sensor is configured to measure a second force characteristic, providing a control unit that is electronically connected to the first and second sensors and the vehicle steering system, monitoring, by the control unit, the first Sensor data received by the first sensor and the second sensor data received by the second sensor are generated by the control unit, a reference model based on a desired output shift and the first and second sensor data are calculated by the control unit , a revised output shift based on the reference model, and automatic generation, by the control unit, of a first control signal to control the first actuator and a second control signal to control the second actuator.

In some aspects, the first actuator is configured to translate the steering column assembly from a first steering column position to a second steering column position.

In some aspects, the first steering column position is a stowed steering column position and the second steering column position is a stowed steering column position.

In some aspects, the second actuator is configured to translate the steering wheel assembly from a first steering wheel position to a second steering wheel position.

In some aspects, the first steering wheel position is a stowed steering wheel position and the second steering wheel position is a stowed steering wheel position.

In some aspects, the method further includes sensing a trigger condition by the control unit, the trigger condition including receipt, by the control unit, of an input indicating a mode transition.

In some aspects, the mode transition is a transition from a driver-controlled vehicle mode to an autonomous or semi-autonomous mode.

In some aspects, the first sensor is a force sensor and the first sensor data is data that indicates a first external force that is applied to the steering column assembly.

In some aspects, the second sensor is a force sensor and the second sensor data is data that indicates a second external force that is applied to the steering wheel assembly.

In some aspects, the controller calculates the revised output shift using impedance control.

In some aspects, the method further includes determining whether the first condition is met by the controller, the first condition including relieving one or both of the first external force on the steering column assembly and the second external force on the steering wheel assembly.

In some aspects, if the first condition is not met, the method includes determining by the control unit an elapsed time and comparing the elapsed time to a predetermined threshold by the control unit and, if the elapsed time exceeds the threshold, automatically controlling the first actuator by the control unit to move the steering column assembly to the first steering column position, and the automatic control of the second actuator by the control unit to move the steering wheel assembly to the first steering wheel position.

In another aspect, a method for controlling a vehicle includes the steps of providing a vehicle steering system, the vehicle steering system including a moveable steering column assembly and a moveable steering wheel assembly, the moveable steering column assembly including a first actuator coupled and configured to the moveable steering column assembly. to translate the movable steering column assembly between a first steering column position and a second steering column position, the movable steering wheel assembly including a first steering wheel element and a second steering wheel element coupled to a trim assembly, a contact material disposed between the first and second steering wheel elements and the trim assembly , and a second actuator coupled to the movable steering wheel assembly, the second actuator configured to interpose the movable steering wheel assembly ner first steering wheel position and a second steering wheel position, providing a first sensor connected to the steering column assembly and a second sensor connected to the steering wheel assembly, the first sensor for measuring a first force characteristic and the second sensor for measuring a second force characteristic is configured, and providing a control unit that is electronically connected to the first and second sensors and the vehicle steering system. The controller monitors first sensor data received from the first sensor and second sensor data received from the second sensor generates a reference model based on a desired output shift and the first and second sensor data, calculates a revised output shift based on the reference model, and automatically generates a first control signal for controlling the first actuator and a second control signal for controlling the second actuator.

In some aspects, the first steering column position is an un-stowed steering column position, the second steering column position is a stowed steering column position, the first steering wheel position is an un-stowed steering wheel position and the second steering wheel position is a stowed steering wheel position.

In some aspects, the first sensor is a force sensor and the first sensor data is data indicating a first external force applied to the steering column assembly and the second sensor is a force sensor and the second sensor data is indicative of a second external force the steering wheel assembly is exercised.

In some aspects, the controller calculates the revised output shift using impedance control.

In some aspects, the method further includes determining whether the first condition is met by the controller, the first condition including relieving one or both of the first external force on the steering column assembly and the second external force on the steering wheel assembly.

In some aspects, if the first condition is not met, the method includes determining by the control unit an elapsed time and comparing the elapsed time to a predetermined threshold by the control unit and, if the elapsed time exceeds the threshold, automatically controlling the first actuator by the control unit to move the steering column assembly to the first steering column position, and the automatic control of the second actuator by the control unit to move the steering wheel assembly to the first steering wheel position.

In yet another aspect, a vehicle steering system includes a moveable steering column assembly, the moveable steering column assembly including a first actuator coupled to the moveable steering column assembly and configured to translate the moveable steering column assembly between a first position and a second position, a moveable steering wheel assembly , wherein the movable steering wheel assembly includes a first steering wheel element and a second steering wheel element, which with a A trim assembly coupled, a contact material disposed between the first and second steering wheel members and the trim assembly, and a second actuator coupled to the movable steering wheel assembly, the second actuator configured to move the movable steering wheel assembly between a first steering wheel position and a second steering wheel position, a first sensor connected to the steering column assembly, the first sensor configured to measure a first force characteristic, a second sensor connected to the steering wheel assembly, the second sensor configured to one to measure second force characteristic, and a control unit which is electronically connected to the first and second sensors and to the first and second actuators. The controller is configured to monitor first sensor data received from the first sensor and second sensor data received from the second sensor to generate a reference model based on a desired output shift and the first and second sensor data based on a revised output shift on the reference model using an impedance controller and automatically generate a first control signal for controlling the first actuator and a second control signal for controlling the second actuator.

In some aspects, the controller is further configured to determine whether a first condition is met, the first condition including relieving one or both of the first external force on the steering column assembly and the second external force on the steering wheel assembly, and if so the first condition is not met, determining an elapsed time and comparing the elapsed time to a predetermined threshold, and if the elapsed time exceeds the threshold, automatically controlling the first actuator to move the steering column assembly to the first steering column position and the second Automatically control actuator to move the steering wheel assembly to the first steering wheel position.

Figure list

• 1 ist ein schematisches Diagramm eines Fahrzeugs gemäß einer Ausführungsform.
• 2 ist ein schematisches Diagramm eines Lenksystems eines Fahrzeugs gemäß einer Ausführungsform.
• 3 ist ein anderes schematisches Diagramm des Lenksystems von 2, das Aspekte einer Lenkradbaugruppe und Lenksäulenbaugruppe des Lenksystems gemäß einer Ausführungsform veranschaulicht.
• 4 ist ein Flussdiagramm für ein Verfahren zum Steuern eines Fahrzeugs, insbesondere eines Lenksystems eines Fahrzeugs gemäß einer Ausführungsform.
• 5 ist ein Blockdiagramm eines Rückkopplungssteuersystems, das zur Implementierung des in 4 dargestellten Verfahrens gemäß einer Ausführungsform verwendet wird.

The present disclosure is described in conjunction with the following figures, wherein like reference numerals designate like elements.

• 1 10 is a schematic diagram of a vehicle according to an embodiment.
• 2nd 10 is a schematic diagram of a steering system of a vehicle according to an embodiment.
• 3rd is another schematic diagram of the steering system of FIG 2nd 10 illustrates aspects of a steering wheel assembly and steering column assembly of the steering system according to an embodiment.
• 4th 10 is a flowchart for a method for controlling a vehicle, in particular a steering system of a vehicle, according to an embodiment.
• 5 Figure 3 is a block diagram of a feedback control system used to implement the in 4th shown method is used according to an embodiment.

The foregoing and other features of the present disclosure will become more apparent from the following description and the appended claims, taken in conjunction with the accompanying drawings. Understanding that these drawings depict only some embodiments in accordance with the disclosure and are not to be considered as limiting its scope, the disclosure is described with additional specificity and detail through the use of the accompanying drawings. Other dimensions disclosed in the drawings or elsewhere herein are for the purpose of illustration only.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is understood that the disclosed embodiments are only examples and other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features may be enlarged or reduced to show details about certain components. Certain structural and functional details disclosed herein are therefore not to be interpreted as limiting, but merely as a representative basis for a person skilled in the art to use the present invention in a variety of ways. As those of ordinary skill in the art will understand, various features illustrated and described with respect to any of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not expressly illustrated or described. The combinations of illustrated features provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, may be desirable for certain applications or implementations.

In the following description, certain terminology can only be used for reference purposes and is therefore not as to be understood restrictively. For example, terms such as "above" and "below" refer to directions in the drawings to which reference is made. Terms such as "front", "rear", "left", "right", "rear" and "side" describe the alignment and / or location of parts of the components or elements within a uniform but arbitrary frame of reference, which is by reference on the text and the associated drawings that describe the components or elements discussed. In addition, terms such as "first / s", "second / s / s", "third / r / s" etc. can be used to describe individual components. Such terminology may include the above words, their derivatives, and words with similar meanings.

Autonomous and semi-autonomous vehicles can include a telescopic steering column or shaft that allows the steering wheel to be stowed away in the dashboard when not in use to increase the usable space in the passenger compartment. However, during the retracting or extending operation, contact with the telescopic column can result in an overload condition that affects the functionality of the steering column. In addition, the occupant's hand or fingers can be crushed or pinched by the movable components of the telescopic column assembly. The methods discussed herein detect overload and crushing events during the steering column retraction and / or extension and / or folding, and incorporate control system responses to stop / rewind / stop, etc. into the translation motion of the steering column assembly.

In relation to 1 becomes the vehicle 100 shown which is a steering system 112 according to various embodiments. Although the figures depicted herein represent an example with certain assemblies of elements, additional intermediate elements, devices, features or components may be present in an actual embodiment. It goes without saying that 1 is merely illustrative and may not be drawn to scale.

As in 1 shown, the vehicle closes 100 generally a chassis 104 , a body 106 , Front wheels 108 , Rear wheels 110 , a steering system 112 and a tax system 116 a. The body 106 is on the chassis 104 arranged and essentially encloses the other components of the vehicle 100 . The body 106 and the chassis 104 can form a framework together. The wheels 108-110 are each rotatable with the chassis 104 near a corresponding corner of the body 106 coupled.

As can be seen, the vehicle can 100 one of several different types of passenger cars, such as a sedan, a car, a truck, or an all-terrain vehicle (SUV), and can be a two-wheel drive (2WD) (i.e., a rear or front wheel drive), a four-wheel drive (4WD) or All-wheel drive (AWD). The vehicle 100 may also include one of a number of different propulsion systems or a combination of these, such as a gasoline or diesel engine, a flex fuel vehicle (FFV) engine (ie using a mixture of gasoline and ethanol), a gas connection engine (e.g. hydrogen or natural gas), a hybrid engine with a combustion / electric motor and an electric motor.

In some embodiments, the vehicle is 100 an autonomous or semi-autonomous vehicle. The vehicle 100 includes, in some embodiments, various automated driver assistance systems, such as cruise control, adaptive cruise control, and parking assistance systems, that correspond to a lower level of automation, whereas real “driverless” vehicles correspond to a higher level of automation. In some embodiments, the vehicle closes 100 a stowable steering system 112 a, which can be stowed in the vehicle console at the request of the driver or occupants in order to gain more space in the passenger compartment.

In some embodiments, the steering system closes 112 a steering column assembly 118 and a steering wheel assembly 120 a. The steering column assembly 118 can be a collapsible assembly so that the steering column assembly 118 and the steering wheel assembly 120 axially translate from a first or non-stowed position to a second or stowed position, or any intermediate position between a non-stowed or stowed position, as indicated by the arrow 119 displayed. In various embodiments, the steering system 112 a steer-by-wire system that uses electric motors to provide steering assistance, sensors to measure steering wheel angle and torque by the operator, and a steering wheel emulator to provide torque feedback to the driver. In some embodiments, the steering wheel assembly closes 120 a foldable steering wheel that folds into a smaller profile to facilitate storage when the steering wheel assembly 120 in the stowed position.

In various embodiments, the steering system closes 112 at least one motor or actuator 122 one with the steering column assembly 118 is coupled (a motor 122 is in 1 ). In some embodiments, the engine provides 122 a force on the wheels 108 or a torque feedback to the vehicle driver for a steer-by-wire steering system 12. In some embodiments, the engine 122 with the rotatable shaft of the steering column assembly 118 be coupled to the telescopic functionality of the steering column assembly 118 to enable. In some embodiments, one or more motors 122 with the steering column assembly 118 be coupled, with a first motor the impellers 108 and a second motor or actuator 122 the telescopic functionality of the steering column assembly 118 allow along a longitudinal axis A of the steering column assembly (see 3rd ). The actuator 122 moves the steering column assembly between a first steering column position and a second steering column position. As discussed herein, the operation of the one or more motors can 122 through the tax system 116 are monitored and controlled to determine whether there is an overload and / or crush condition.

The steering system 112 further includes one or more sensors, the observable conditions of the steering system 112 to capture. In various embodiments, the steering system closes 112 a torque sensor 124 and a steering angle sensor 126 a. The torque sensor 124 detects a torque applied to the steering system, for example by a driver of the vehicle 100 via the steering wheel assembly 120 , and generates torque signals based thereon. The steering angle sensor 126 detects a rotational position of the steering wheel 120 and generates position signals based thereon.

With further reference to 1 closes the vehicle 100 also a variety of sensors 26 configured to measure and collect data about one or more vehicle characteristics, including but not limited to vehicle speed, vehicle course, throttle position, ignition status, retractable steering column displacement, position of a foldable steering wheel member, etc. The sensors 26 are electronic with the control system 116 connected and provide data about vehicle characteristics and operating conditions. In the illustrated embodiment, the sensors close 26 Without being limited thereto, an acceleration sensor, a position sensor, a speed sensor, a course sensor, a gyroscope, a steering angle sensor or other sensors that detect observable conditions of the vehicle or the surroundings of the vehicle, and can RADAR, LIDAR, optical cameras , Thermal imaging cameras, ultrasound sensors, infrared sensors, pressure sensors, contact sensors and / or, if appropriate, additional sensors.

The tax system 116 closes a control unit 22 a. While the control unit 22 For purposes of illustration, shown as a single unit, it may additionally include one or more other control units, collectively referred to as a “control unit”. The control unit 22 may include a microprocessor or a central processing unit (CPU) or a graphics processing unit (GPU) associated with various types of computer readable storage devices or media. Computer readable storage devices or media may include volatile and non-volatile memories in, for example, read-only memory (ROM), random access memory (RAM) and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the CPU is turned off. Computer readable storage devices or media can be made using any number of known storage devices such as PROMs (programmable read only memory), EPROMs (electrical PROM), EEPROMs (electrically erasable PROM), flash memory or other electrical, magnetic, optical or combined Storage devices for storing data, some of which are executable instructions, are implemented by the control unit 22 used to control the vehicle.

The tax system 116 receives the sensor signals and monitors and / or controls the operation of the steering system 112 based on that. Generally the control system receives 116 the sensor signals and processes the sensor signals over a certain period of time in order to calculate the new desired output shift based on the feedback force and a preset reference model, for example in order to estimate a disturbance force without restriction. In some embodiments, the control system 116 with the steering column assembly 118 coupled.

The vehicle 100 can also be an audio and / or video device 44 include that with the control unit 22 and / or the control unit 222 is coupled. The audio and / or video device 44 is operable to send a message to an occupant of the vehicle 100 to be transmitted either via audio or video outputs. For example, the audio and / or video device 44 include, but are not limited to, speakers, a video screen, or a combination of both. The audio and / or video device 44 is in electronic connection with the control unit 22 and / or the control unit 222 which is the output signal for the audio and / or video device 44 provides.

2nd and 3rd illustrate a steering wheel assembly 120 according to one embodiment. The steering wheel assembly 120 closes a foldable steering wheel 201 one that is a first steering wheel element 202 and a second steering wheel element 204 includes that with a steering wheel attachment and a fairing assembly 206 is coupled. In some embodiments, the first steering wheel element 202 with the steering wheel attachment and the trim assembly 206 on a swivel element 203 coupled, and the second steering wheel element 204 is with the steering wheel attachment and the fairing assembly 206 on a swivel element 205 coupled.

The swivel element 203 enables the first steering wheel element 202 to turn from a first or unstowed position to a second or stowed position or any intermediate position between an unstowed or stowed position, as indicated by the arrow 219 in 2nd . In a similar manner, the swivel element enables 205 the second steering wheel element 204 to turn from a first or non-stowed position to a second or stowed position or any intermediate position between an unstowed or stowed position. In some embodiments, is a pivoting actuator 213 inside the fairing assembly 206 along a longitudinal axis A of the steering column assembly 118 arranged. The actuator 213 acts on each of the first and second steering wheel elements 202 , 204 to the steering wheel elements 202 , 204 to pivot to and from a first steering wheel position and a second steering wheel position.

With further reference to 3rd are the pivoting actuator 213 and the telescopic actuator 122 electrically to a control unit via a wired or wireless connection 222 connected. In some embodiments, the control unit 222 a steering column control unit and is a component of the control system 116 or is electrically connected to it. While the control unit 222 For purposes of illustration, shown as a single unit, it may additionally include one or more other control units, collectively referred to as a “control unit”. The control unit 22 may include a microprocessor or a central processing unit (CPU) or a graphics processing unit (GPU) associated with various types of computer readable storage devices or media. Computer readable storage devices or media may include volatile and non-volatile memories in, for example, read-only memory (ROM), random access memory (RAM) and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the CPU is turned off. Computer readable storage devices or media can be made using any number of known storage devices such as PROMs (programmable read only memory), EPROMs (electrical PROM), EEPROMs (electrically erasable PROM), flash memory or other electrical, magnetic, optical or combined Storage devices for storing data, some of which are executable instructions, are implemented by the control unit 222 used to control the vehicle.

As in 1 shown is the control unit 222 in some embodiments, electrically with the control unit via a wired or wireless connection 22 connected. In some embodiments, the control units 22 , 222 the vehicle 100 an autonomous vehicle control ready.

In addition to the other sensors 26 of the vehicle 100 closes the steering wheel assembly 120 in some embodiments, a steering wheel force sensor 215 and the steering column assembly 118 a steering shaft force sensor 217 a like in 3rd . Each of the sensors 215 , 217 is via a wired or wireless connection to the control unit 222 electrically connected. The steering wheel force sensor 215 provides, for example and without limitation, data to detect a squeeze or impedance force that is sensed when the first and second steering wheel elements 202 , 204 swivel into the stowed position. The steering shaft force sensor 217 provides data for capturing one on the steering wheel assembly 120 or the shaft assembly 118 Exerted force ready, such as and without limitation, a squeezing force, a pressure that a vehicle occupant exerts on the steering wheel, etc. In response to the detection of a steering condition without manual intervention or a fully automatic or hand-free steering condition, the control unit 222 initiate a folding and / or stowing process, as further described herein. In response to the detection of a squeeze force, the control unit 222 complete a stowing and / or folding process, as explained in more detail herein.

In relation to 2nd , is in some embodiments to provide a smooth contact point and reduce crush injuries when the first and second steering wheel members 202 , 204 between the first and second position, a contact material 210 at the connection between the first steering wheel element 202 and the fairing assembly 206 arranged. In some embodiments, the contact material is 210 around the extent of the connection between the first and second steering wheel elements 202 , 204 and the fairing assembly 206 arranged. In some Embodiments is the contact material 210 discontinuously around the connection between the first and second steering wheel elements 202 , 204 and the fairing assembly 206 arranged. In some embodiments, the contact material is 210 on the top and / or bottom of the connection between the first and second steering wheel element 202 , 204 and the fairing assembly 206 arranged. In some embodiments, the contact material is 210 an elastically deformable material that deforms in response to an applied force or load and returns to its original dimension when the load is removed.

4th illustrates a process 400 to control the movement of a retractable and / or foldable steering system 112 using impedance control. 5 Figure 3 is a block diagram of the feedback control system 116 that is used to control the impedance control steps of the method 400 to implement using a feedback loop. As is well known, impedance control is a feedback control method designed to control the dynamic interaction between a manipulator, such as a retractable and foldable steering system 112 , and to control its surroundings. The procedure 400 can be used in conjunction with the steering system 112 , the tax system 116 and the various sensors 26 , 215 , 217 be used. The procedure 400 can be used in conjunction with the control unit 22 and / or the control unit 222 as discussed herein, or used by other systems associated with or separate from the vehicle, in accordance with embodiments. The order of operation of the procedure 400 is not limited to sequential execution as in 4th , but may optionally be performed in one or more different orders, or steps may be performed concurrently in accordance with the present disclosure.

The procedure 400 starts at 402 when a trigger condition is detected. The trigger condition, in some embodiments, is the receipt of an operator input by the control unit indicating a mode transition. The mode transition is a transition from a driver-controlled vehicle operating mode to an autonomous or semi-autonomous operating mode. Next, the control unit introduces 404 the transition from the driver-controlled vehicle operating mode to an autonomous or semi-autonomous operating mode.

At 406 the control unit confirms that an autonomous or semi-autonomous operating mode is selected and available if the current vehicle and / or ambient conditions are present. These conditions may include data about the vehicle environment or the vehicle operating condition received from one or more vehicle sensors. If an autonomous or semi-autonomous operating mode is not confirmed and / or is not available due to the current conditions, the method continues 400 with 408 and the operator remains in control of the vehicle. The control unit pulls and / or folds the steering system 112 not a.

However, if the autonomous or semi-autonomous operating mode is confirmed and / or is available, the method continues 400 With 410 away. At 410 the control unit generates one or more control signals and transmits the control signals to the actuators 122 , 213 to the steering wheel assembly 120 to fold and / or the steering column assembly 118 translate axially or move in.

Since the actuators carry out the folding and / or pulling-in processes, the control unit determines 412 whether a squeezing force is detected. In various embodiments, a mathematical model is used to estimate the squeeze force or to identify an overload condition. The model includes the evaluation of the characteristics and operating parameters of the engine 122 to determine an estimated disturbance torque. The estimated spurious torque is a torque that is applied to the steering system 112 works and influences the stowing process. In some embodiments, a squeeze force may be generated by the steering wheel force sensor 215 and / or the steering shaft force sensor 217 be recorded.

If no squeeze force is detected, the process continues 400 With 414 and the stowing and / or folding operation continues until the steering system 112 is stowed in the vehicle console. In some embodiments, the components of the steering system 112 stowed without squeeze detection within about 5 seconds and the steering column assembly 118 shifts about 1-250 mm axially in this time frame. However, other vehicle configurations may have different stowage times and translation distances for the steering column assembly 118 exhibit.

However, if a squeeze force is detected, the process continues 400 With 416 away. At 416 a timer is initiated which is in the control unit 22 and / or the control unit 222 integrated or electrically connected to it, and the stowing and / or folding process is controlled using an impedance controller that includes force and displacement feedback. The timer measures an elapsed time since the squeeze force was first recorded. A block diagram of an embodiment of a control system, such as the Tax system 116 , which includes impedance control with force feedback, is in 5 illustrated.

The control unit, such as the control unit 222 , includes an impedance reference model module 502 , a comparison module 504 , a proportional-integral-differential (PID) controller 506 and a system module 508 a.

The reference model module 502 receives a desired movement as a command, displayed as x _d . The desired movement is a command to axially translate the steering column assembly 118 from the stowed position to the stowed position or vice versa or to any position between the stowed position and the unstowed position. In some embodiments, the movement is desired x _d a command to retract or extend the steering wheel assembly 120 in a given position. In some embodiments, the movement is desired x _d a combination of axial translation of the steering column assembly 118 and folding or unfolding the steering wheel assembly 120 . In some embodiments, the desired movement x _d received as a user input command or based on calculations by the control unit 22 based on sensor inputs.

The reference model also receives the force feedback F _e . The force feedback indicates an external force on the system, such as a squeeze force, that is exerted by one or more of the steering wheel force sensors as herein 215 and 217 of the steering shaft force sensor is detected. The reference model defined below controls the desired output shift based on the feedback force and the predefined model.

The reference model is defined by equation 1: $$m_r\left({\ddot{x}}_r-{\ddot{x}}_d\right)+c_r\left({\dot{x}}_r-{\dot{x}}_d\right)+k_r\left(x_r-x_d\right)=F_e$$

In which x _d is the desired tracking output shift; x <x _{r is} the reference output calculated by the reference model; m _r , c _r , k _r are the reference model parameters which define the softness of the contact and include the mass of the mechanical components, the effective damping and the effective stiffness, and the feedback force F _e is the external squeezing force.

With further reference to the block diagram of 5 at 504 receives the comparison module, the control unit 222 the displacement feedback x from one or more sensors. The displacement feedback x is a measured output of the actual displacement of the steering system component, such as and without limitation, the axial translation of the steering column assembly 118 and / or the degree of rotation of the foldable steering wheel elements 202 , 204 . The control unit 222 then calculates a difference or an error between that of the reference model module x _r and the measured, actual displacement.

The PID controller 506 the control unit 222 uses the calculated difference or error to generate a revised input signal for the desired shift. The revised displacement input signal is in the system module 508 used to be x, the actual displacement of the steering system component, such as the axial translation of the steering column assembly 118 and / or the degree of rotation of the foldable steering wheel elements 202 , 204 to create.

The system model is defined in equation 2: $$M\ddot{x}+B\dot{x}=u+F_e$$

Where mouth B are parameters that define the steering system and u the error-minimized output of the PID controller 506 is.

After performing the impedance control as in 5 and now referring to 4th , the procedure goes 400 to 418 about. At 418 the control unit generates a message, such as a warning message, indicating the detection of a squeeze condition, and sends this message to the audio and / or video device 44 that with the control unit 22 and / or the control unit 222 is coupled.

Next, at 420 relieves the external force of the operator or occupant by, for example, unrestrictedly releasing the steering wheel or the steering shaft or the obstacle from a pinch point of the steering column assembly 118 and the steering wheel assembly 120 Will get removed. At 422 the control unit determines whether the external force has been relieved or removed, for example by that from the steering wheel force sensor 215 and / or the steering shaft force sensor 217 received sensor data is compared with an expected sensor data value obtained when the external force is not applied. In some embodiments, the expected sensor data is a force that is approximately zero.

If the control unit determines that the force has been released, indicating that there is no longer a squeeze condition, the method continues 400 With 414 and the stowing and / or folding process continues until the steering system 112 is stowed in the vehicle console as discussed herein.

However, if the control unit determines that the force has not been released, the process continues 400 With 424 away. At 424 the control unit determines whether an elapsed time as determined by the 416 initiated timer is measured, has exceeded a predetermined threshold. The elapsed time measures how long the squeezing force is continuously recorded. The predetermined threshold is, in some embodiments, a time limit that allows the occupant or operator to source the external force on the steering system 112 to eliminate. If the elapsed time has not exceeded the threshold, the process returns 400 to 420 back and continues as discussed herein.

If the elapsed time has exceeded the threshold value, If the elapsed time has exceeded the threshold value but the force has not been removed or relieved, the method continues 400 With 426 away. At 426 the control unit reverses the folding and stowing motion of the steering column assembly 118 and / or the steering wheel assembly 120 at the beginning of the process 400 back to the state of each assembly to prepare for a transition to driver-controlled vehicle mode. The procedure 400 then drives along 428 The control unit makes the transition from an autonomous or semi-autonomous operating mode to the driver control operating mode and the method 400 to 408 passes over and the operator remains in control of the vehicle. The control unit pulls and / or folds the steering system 112 not a.

4th illustrates a method of controlling a vehicle steering system that includes both force feedback and displacement feedback. In other embodiments, the method includes only displacement feedback.

It should be emphasized that many variations and modifications can be made to the embodiments described herein, the elements of which are to be understood as, among other things, acceptable examples. All such modifications and variations are intended to be included within the scope of this disclosure and to be protected by the following claims.

In addition, each of the steps described herein can be performed simultaneously or in an order that differs from the steps ordered herein. In addition, as should be apparent, the features and characteristics of the specific embodiments disclosed herein can be combined in various ways to form additional embodiments, all of which fall within the scope of the present disclosure. In various embodiments, each of the methods discussed herein can be used independently or in combination.

The conditional terminology used herein, such as “may”, “could”, “eg” and the like, is generally intended to convey, unless expressly stated otherwise or otherwise understood within the context used that certain embodiments include certain features, elements and / or states, while other embodiments do not include certain features, elements and / or states. Therefore, such conditional expression is generally not intended to imply that features, elements, and / or states are required in any way for one or more embodiments, or that one or more embodiments necessarily include logic to decide with or without the writer's input or prompt as to whether these features, elements and / or states are included or to be executed in a particular embodiment.

In addition, the following terminology may have been used herein. The singular forms "a," "a" and "the / that" include multiple references, unless the context clearly dictates otherwise. Thus, for example, reference to an element includes reference to one or more elements. The term "those" refers to one, two or more and generally applies to the selection of part or all of the quantity. The term "variety" refers to two or more of an element. The term “approximately” or “approximately” means that quantities, dimensions, sizes, formulations, parameters, shapes and other properties do not have to be exact, but can be approximated and / or larger or smaller as desired, which is acceptable tolerances, conversion factors , Rounding, measurement errors and the like and other factors known to those skilled in the art. The term “essentially” means that the listed feature, the parameter or the value does not have to be exactly achieved, but rather that deviations or variations, including for example tolerances, measurement errors, limitations of the measurement accuracy and other factors that are known to the person skilled in the art Amounts may occur that do not exclude the effect that the characteristic should convey.

Numerical data can be expressed or represented herein in a range format. It goes without saying that such an area format is only used for the sake of clarity and clarity and should therefore be interpreted flexibly in order to include not only the numerical values explicitly listed as limits of the area, but also all individual numerical values or sub-areas contained in this area. as if each numerical value and subrange were explicitly enumerated. For illustration purposes, a range of numbers from "about 1 to 5" should be designed so that it not only includes the explicitly stated values from about 1 to about 5, but also includes individual values and subranges within the specified range. Thus in this range of numbers there are individual values such as 2, 3 and 4 and partial ranges such as “approximately 1 to approximately 3”, “approximately 2 to approximately 4” and “approximately 3 to approximately 5”, “1 to 3”, “2 to 4” , "3 to 5" etc. included. The same principle applies to areas in which only a numerical value is specified (eg "greater than about 1") and should apply regardless of the size of the area or the properties described. A variety of items can be included in a common list for convenience. However, these lists should be interpreted as if each member of the list is individually identified as a separate and unique member. Thus, no single member of this list should be de facto considered equivalent to another member of the same list based solely on being presented in a common group without any indication to the contrary. In addition, if the terms “and” and “or” are used in connection with a list of elements, they should be interpreted broadly, whereby each or more of the elements listed can be used individually or in combination with other elements listed. The term "alternative" refers to the selection of one or two alternatives and is not intended to limit the selection to the listed alternatives or to only one of the listed alternatives at the same time, unless the context clearly indicates otherwise.

The processes, methods, or algorithms disclosed herein can be delivered / implemented to a processing device, control unit, or computer that may include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms may be stored as data and instructions that are executable by a controller or computer in many forms, including but not limited to information that is permanently stored on non-writable storage media such as ROM devices. and information that is variably stored on recordable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods or algorithms can also be implemented in an object that can be executed by software. Alternatively, the processes, methods or algorithms can be fully or partially integrated using suitable hardware components, such as application specific integrated circuits (ASIC), field programmable gate arrays (FPGA), state machines, control units or other hardware components or devices, or a combination of hardware , Software and firmware components. Such exemplary devices may be on-board as part of a vehicle computing system or located outside the vehicle and perform remote communication with devices in one or more vehicles.

Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms that are covered by the claims. The words used in the specification are words for description and not limitation, and it is to be understood that various changes can be made without departing from the spirit and scope of the disclosure. As described above, the features of various embodiments may be combined to form further exemplary aspects of the present disclosure that cannot be expressly described or illustrated. While various embodiments could have been described as advantageous or more preferred than other prior art embodiments or implementations in relation to one or more desired features, those of ordinary skill in the art recognize that one or more features or properties may be compromised to achieve the desired overall system attributes that depend on the particular application and implementation. These attributes may include, but are not limited to, cost, strength, durability, life cycle costs, marketability, appearance, packaging, size, suitability for use, weight, manufacturability, ease of assembly, etc. Embodiments described as less desirable than other prior art embodiments or implementations in terms of one or more properties are therefore not outside the scope of the disclosure and may be desirable for certain applications.

Claims (6)

A method of controlling a vehicle, the method comprising: providing a vehicle steering system, the vehicle steering system comprising a moveable steering column assembly and a moveable steering wheel assembly, the moveable Steering column assembly includes a first actuator coupled to the movable steering column assembly and configured to translate the movable steering column assembly between a first steering column position and a second steering column position, the movable steering wheel assembly including a first steering wheel element and a second steering wheel element coupled to a trim assembly , a contact material disposed between the first and second steering wheel members and the trim assembly, and a second actuator coupled to the movable steering wheel assembly, the second actuator configured to move the movable steering wheel assembly between a first steering wheel position and a second steering wheel position swing; Providing a first sensor connected to the steering column assembly and a second sensor connected to the steering wheel assembly, the first sensor configured to measure a first force characteristic and the second sensor configured to measure a second force characteristic; Providing a control unit that is electronically connected to the first and second sensors and the vehicle steering system; Monitoring, by the control unit, the first sensor data received by the first sensor and the second sensor data received by the second sensor; Generating, by the control unit, a reference model based on a desired output shift and the first and second sensor data; Computing, by the control unit, a revised output shift based on the reference model; and automatically generating, by the control unit, a first control signal to control the first actuator and a second control signal to control the second actuator. Procedure according to Claim 1 , wherein the first steering column position is an un-stowed steering column position, the second steering column position is a stowed steering column position, the first steering wheel position is an un-stowed steering wheel position and the second steering wheel position is a stowed steering wheel position. Procedure according to Claim 1 , wherein the first sensor is a force sensor and the first sensor data is data indicating a first external force applied to the steering column assembly, and the second sensor is a force sensor and the second sensor data indicates a second external force applied to the steering wheel assembly is exercised. Procedure according to Claim 1 wherein the control unit calculates the revised output shift using the impedance controller. Procedure according to Claim 1 further comprising determining, by the controller, whether a first condition is met, the first condition including relieving one or both of the first external force on the steering column assembly and the second external force on the steering wheel assembly. Procedure according to Claim 5 , wherein if the first condition is not met, determining, by the control unit, an elapsed time and comparing, by the control unit, the elapsed time with a predetermined threshold value and, if the elapsed time exceeds the threshold value, automatic control, by the control unit, the first actuator to move the steering column assembly to the first steering column position and automatic control, by the control unit, of the second actuator to move the steering wheel assembly to the first steering wheel position.

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